Whether it is a CVT or not, the point is it shifts smoother than the bean grinder gear boxes

 

Im just not a fan of sealed bearings on the Hondas. Every sealed bearing Ive came across especially on a honda has either had to be cut off or beaten to death with a hammer to get off. The one thing Ive seen in the Polaris line isnt this problem not saying they are better just one less problem. Because the grease repells the water and muck that even sealed bearings get in them. Which is why they have to be cut off or beaten off because they seize from rust from moisture,mud,and muck. Call it a pet pive of mine. Something that Honda could do better at.

Knowsalot,

200 hrs on the crankcase seals are the max on the 450s. We always have plenty of stock on the seals. Generally they do not last 200 hrs, I know it does seem like much. But look at the 250r not as common to replace in 200 hrs. Call it a bad batch of seals, but they all seem to suffer from this. I know personal local racers that get maybe 75-100 hrs max before they need to be replaced. IF they already didnt go and grinded up some shavings in the crank and rod. There isnt a week that goes by that we dont sell crankcase seals and gasket kits for a 450. They take some abuse no doubt there. I guess another pet pive when Im asked all the time "Do these normally go out so soon?" Could be a bad batch I dont know. But I know some of the cr250 racers are getting in the 500 hrs. From what Ive been told. The top end is different. I know times change and the 2 strokes are faded. But the 500 was hondas elite when it came to high performance. Only if they had put that in a quad.

 

One thing everyone has missed here on the CVT-vs-Auto Clutch is as recon says "Dumbing down" The other thing is the CVT is smoother, with no jerks and jolts, Which in turn allows the manufacturer to make a smaller, lighter, cheaper drivetrain.
Half the quads out there with a CVT, if it were replaced with a manual and nothing else changed, An agressive rider would rip the drivetrain to shreds in no time.

 

<div class="FTQUOTE"><begin quote>Originally posted by: motox26

Crazy, I'm pretty sure the Rubicon IS NOT a CVT.[img][/img]</end quote></div>

Well ... Im not sure what your definition of CVT is but mine is continuously variable transmission, and sure enough... thats what the Rubicon has.
In case you werent aware, its a swash plate hydraulic motor assembly, with smooth changing of the swash plate, it only shifts in steps in the ESP program, in full auto it is CVT.

 

<div class="FTQUOTE"><begin quote>Originally posted by: crazy1291

<div class="FTQUOTE"><begin quote>Originally posted by: HondaTechnician



"honda hates anything that hasnt been around for 50 years"



Its funny that you mention that because the design for the Rubicon transmission was developed in the mid 40s I believe.



Although it wasnt developed specifically for the Rubicon (since it aint been around that long.... yet) that when the engineering was done for that hydraulic transmission.</end quote></div>





WTF???? im really confused now. Thus I am going to ask a few questions.



1) Is the rubicon really a CVT?

2) CVTs are hydraulic?????? *confused, i thought they were belt, pulley, and springs, and weights

3) Or does it have the rincon style hydrualic automatic tranny with actual gears. like a car?



So have cvt tranny's been around for over 40 years now? were the first sleds cvt? cuz thats cool.



could you please explaiun the rubi's tranny?</end quote></div>

CVT = Continuously Variable Transmission. Most manufactures do it with a belt, Honda does it with a hydromechanical system found on the Rubicon and Rancher AT. In addition to the full auto modes, you can also choose "ESP". In ESP mode, you "shift" just like you would on one of the Honda ES machines. Except, instead of gears, you move between pre-programed shift-points.

The Rincon is not a CVT. It is a 3-speed automatic with a torque converter.

 

RSeb hit the nail on the head. For the doubters out there, yes, the rubicon tranny is a CVT, it just doesn't use the Caveman parts like the belt driven machines.

 

I agree.

Also, I'd love to get a Rincon but its transmission always makes me reconsider. A Honda Civic style auto transmission just doesn't seem to be a fitting piece for riding off road. This is why I bought a Rubicon instead. CVT stye transmissions make sense for the ever-changing terrain you come across while riding.

 

if you were to buy a 2003 to 2005 honda trx 450 or yamaha yfz 450 wich wood you ??since you work at a dealer. im looking to buy my first . ive been rideing my friends blaster. i need somethig faster & ( with disc brakes)

 

Im not sure what type of riding that you do, but going from a Blaster to a TRX450R is gonna make your head melt. If your a begginer rider neither the TRX450R or the YZF450 are good choices for you, these machines will be way over your head. I dont know your skill level, but from reading your post Im guessing its not very high. Going from the little Blaster to something like the 400EX would be a hugh performance jump that might be a little more suited to you.

 

<div class="FTQUOTE"><begin quote>Originally posted by: RedRubi

Grease Zerks are old school stuff. Most anything you buy of quality these days has done away with the zerks. Overall zerks are a pain for manufacturers because they don't always get greased and that leads to bearing failure. Furthermore, zerked bearing get moisture into them because they're not water tight. Another thing......most of the lube shops don't even know where all the zerks are on most vehicles.</end quote></div>


I guess this is your only forum and sport you belong to. I,m also into a 4x4 forum and all they tell you to do once your stock sealed parts wear out is to make sure your new replacement parts have Zerk's.

A new sealed ball joint just has to hit a curb the wrong way and it,s not sealed any longer. Zerk's allow your to push out the old grease with the new ,and if you faithful with the job, the part will last much longer.

Of course manufactures know 70% of buyers are lazy or do not know what a grease gun is , so sealed parts are the best solution for them.